control device

Abstract

To provide a control device that controls a speed change gear in accordance with a vibration state of a human power-driven vehicle, so as to be able to contribute to comfortable travelling of the human power-driven vehicle.SOLUTION: The control device comprises a control part that when a state quantity concerning driving of a human power-driven vehicle satisfies a speed-change condition, controls a speed change gear so that a change gear ratio is changed. The control part, when a vibration state of the human power-driven vehicle is a first vibration state, sets the speed change condition in accordance with an inclination detected by an inclination sensor, and when the vibration state is a second vibration state different from the first vibration state, sets the speed change condition regardless of the inclination.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a control device.

Background Art

[0002] Patent Document 1 discloses a control device that automatically selects a gear ratio of a transmission provided in a bicycle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device that can contribute to comfortable running of a human-powered vehicle by controlling a transmission according to the vibration state of the human-powered vehicle.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure includes a control unit that controls a transmission to change a gear ratio when a state quantity related to driving of a human-powered vehicle satisfies a shift condition. When the vibration state of the human-powered vehicle is a first vibration state, the control unit sets the shift condition according to the inclination detected by an inclination sensor, and when the vibration state is a second vibration state different from the first vibration state, the control unit sets the shift condition regardless of the inclination.

[0006] According to the control device of the first aspect, the control unit can preferably change the gear ratio of the transmission of the human-powered vehicle by setting the shift condition according to the vibration state and inclination of the human-powered vehicle. Therefore, the control device can contribute to comfortable running of the human-powered vehicle.

[0007] A control device according to a second aspect of this disclosure includes a control unit that controls a transmission to change the gear ratio when a state variable relating to the drive of a human-powered vehicle satisfies a gear shift condition. The control unit sets the gear shift condition according to the inclination detected by the acceleration sensor when the vibration state of the human-powered vehicle detected by the acceleration sensor is a first vibration state, and sets the gear shift condition regardless of the inclination when the vibration state is a second vibration state different from the first vibration state.

[0008] According to the control device on the second side, in a human-powered vehicle in which the vibration state and tilt of the human-powered vehicle are detected by an acceleration sensor, the control unit can set the gear shifting conditions to either a gear shifting condition using tilt or a gear shifting condition without tilt, depending on the vibration state. The control unit can suitably change the gear ratio of the human-powered vehicle's transmission according to the vibration state. Therefore, the control device can contribute to the comfortable driving of the human-powered vehicle.

[0009] In a control device for a third side corresponding to a first side, the control unit sets the gear shift condition to a first gear shift condition when the inclination is in a first inclination state, sets the gear shift condition to a second gear shift condition different from the first gear shift condition when the inclination is in a second inclination state different from the first gear shift condition, and sets the gear shift condition to a first gear shift condition even if the inclination is in a second inclination state when the vibration state is in a second vibration state.

[0010] According to the control device on the third side, when the vibration state is the second vibration state, the control unit can change the gear ratio of the transmission of the human-powered vehicle using the same gear shifting conditions as the first tilt state. When the vibration state is the second vibration state, the control unit can set the gear ratio of the transmission of the human-powered vehicle to a gear ratio that is not related to the second tilt state. When the vibration state is the second vibration state, the control device can reduce discomfort to the rider by changing the gear ratio of the transmission using the same state quantity as the first tilt state. Therefore, the control device can further contribute to the comfortable riding of the human-powered vehicle.

[0011] In a control device for a fourth side surface that follows a third side surface, the first inclination state is less inclined than the second inclination state.

[0012] According to the control device on the fourth side, when the vibration state is the second vibration state, the control unit can change the gear ratio of the transmission of the human-powered vehicle according to the gear shift conditions of the first inclination state, which has a smaller inclination. Therefore, even when the vibration state is the second vibration state, the control device can further contribute to the comfortable driving of the human-powered vehicle by controlling the transmission based on the gear shift conditions of the first inclination state.

[0013] In a control device of a fifth side that follows any one of the first to fourth sides, the vibration of the human-powered vehicle is greater in the second vibration state than in the first vibration state.

[0014] According to the control device on the fifth side, if the reliability of the incline is low due to vibration noise superimposed on the incline detected by the sensor, the control unit sets the gear shift conditions regardless of the incline. The control unit can suppress changes in the gear ratio based on an unreliable incline. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0015] In a control device of a sixth side according to any one of the first to fifth sides, if the vibration state is the first vibration state and the vibration of the human-powered vehicle exceeds a first predetermined vibration range, the vibration state is changed to the second vibration state.

[0016] According to the control device on the sixth side, the control unit can suitably change the vibration state from a first vibration state to a second vibration state in response to changes in the vibration of the human-powered vehicle. The control unit can suitably set the gear shifting conditions according to the vibration state and inclination of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0017] In a control device of the seventh side corresponding to the sixth side, if the vibration state is the first vibration state and the number of vibrations exceeding the first predetermined vibration range within a predetermined time is greater than or equal to a predetermined number, the vibration state is changed to the second vibration state.

[0018] According to the control device on the seventh side, the control unit can accurately change the vibration state from the first vibration state to the second vibration state in accordance with the vibration of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable running of the human-powered vehicle.

[0019] In the control device of the eighth side corresponding to the seventh side, if the vibration does not exceed the first predetermined vibration range within a first predetermined elapsed time after the vibration exceeds the first predetermined vibration range, the number of times the vibration exceeds the first predetermined vibration range is reset.

[0020] According to the control device on the eighth side, the control unit can count the number of vibrations in which the effects of noise and road surface bumps are suppressed. The control unit can accurately determine the vibration state of the human-powered vehicle. The control unit can further suitably set the gear shifting conditions according to the vibration state and incline of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle.

[0021] In a control device of the ninth side that conforms to any one of the sixth to eighth sides, the vibration is the acceleration of the human-powered vehicle in a direction perpendicular to the road surface. The first predetermined vibration range is the range between a first acceleration threshold and a second acceleration threshold. The first acceleration threshold is the threshold of the acceleration in the direction toward the road surface. The second acceleration threshold is the threshold of the acceleration in the direction opposite to the direction toward the road surface. The absolute value of the second acceleration threshold is greater than the absolute value of the first acceleration threshold.

[0022] According to the control device on the ninth side, the control unit can determine the vibration state within a first predetermined vibration range in which the effects of gravitational acceleration are suppressed. The control unit can determine the vibration state of the human-powered vehicle with even greater accuracy. The control unit can set shift conditions that are more suitable for the vibration state and incline of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle.

[0023] In the control device for the tenth side surface according to any one of the sixth to ninth side surfaces, when the vibration state is the second vibration state and the vibration exceeds the second predetermined vibration range, the vibration state is maintained at the second vibration state. The second predetermined vibration range is narrower than the first predetermined vibration range.

[0024] According to the control device for the tenth side surface, when the vibration state is changed from the first vibration state to the second vibration state, the control unit suppresses the vibration state from being changed from the second vibration state to the first vibration state. The control unit can suppress frequently changing the vibration state between the first vibration state and the second vibration state. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

[0025] In the control device for the eleventh side surface according to the tenth side surface, when the vibration does not exceed the second predetermined vibration range within the second predetermined elapsed time after exceeding the second predetermined vibration range, the vibration state is changed to the first vibration state.

[0026] According to the control device for the eleventh side surface, the control unit can accurately determine the vibration state of the human-powered vehicle. When no vibration is detected, the control unit can change the vibration state to the first vibration state. The control unit can set shift conditions suitable for the vibration state. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

[0027] In the control device for the twelfth side surface according to the tenth or eleventh side surface, the vibration is the acceleration of the human-powered vehicle in a direction perpendicular to the road surface. The second predetermined vibration range is a range between a third acceleration threshold value and a fourth acceleration threshold value. The third acceleration threshold value is a threshold value of the acceleration in the direction toward the road surface. The fourth acceleration threshold value is a threshold value of the acceleration in a direction opposite to the direction toward the road surface. The absolute value of the fourth acceleration threshold value is larger than the absolute value of the third acceleration threshold value.

[0028] According to the control device on the 12th side, the control unit can determine the vibration state within a second predetermined vibration range in which the effects of gravitational acceleration are suppressed. The control unit can determine the vibration state of the human-powered vehicle with even greater accuracy. The control unit can set shift conditions that are more suitable for the vibration state and incline of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle.

[0029] In a control device for a 13th side that follows any one of the 10th to 12th sides, the second predetermined vibration range is different from the first predetermined vibration range.

[0030] According to the control device on the 13th side, the control unit can suppress frequent changes in the vibration state between the first vibration state and the second vibration state. Therefore, the control device can further contribute to the comfortable running of the human-powered vehicle.

[0031] In a control device for a 14th side that conforms to any one of the 10th to 13th sides, the first predetermined vibration range and the second predetermined vibration range are set according to the vehicle speed of the human-powered vehicle.

[0032] According to the control device on the 14th side, the control unit can set a first predetermined vibration range and a second predetermined vibration range in accordance with changes in vibration caused by vehicle speed. The control unit can accurately determine the vibration state according to the vehicle speed. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0033] In the control device of the 15th side corresponding to the 14th side, the first predetermined vibration range when the vehicle speed is equal to or greater than a predetermined vehicle speed is wider than the first predetermined vibration range when the vehicle speed is less than a predetermined vehicle speed.

[0034] According to the control device on side 15, the control unit can set a first predetermined vibration range in accordance with changes in vibration caused by vehicle speed. The control unit can accurately determine the vibration state. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0035] In a control device for a 16th side corresponding to a 14th or 15th side, the second predetermined vibration range when the vehicle speed is equal to or greater than a predetermined vehicle speed is wider than the second predetermined vibration range when the vehicle speed is less than a predetermined vehicle speed.

[0036] According to the control device on side 16, the control unit can set a second predetermined vibration range in accordance with changes in vibration caused by vehicle speed. The control unit can accurately determine the vibration state. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0037] In a control device of a 17th side according to any one of the 1st to 16th sides, the vibration state is the condition of the road surface on which the human-powered vehicle travels. The second vibration state includes the vibration state on at least one road surface, such as cobblestone and unpaved road.

[0038] According to the control device on side 17, the control unit can set the gear shift conditions according to the condition of the road surface on which the human-powered vehicle is traveling. For example, if the incline cannot be accurately determined due to vibrations caused by traveling on cobblestones, the control unit sets the gear shift conditions regardless of the incline. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle.

[0039] In a control device of the 18th side that follows any one of the 1st to 17th sides, the state variable is cadence.

[0040] According to the control device on side 18, the control unit changes the gear ratio of the transmission based on cadence. The control unit can change the gear ratio of the transmission according to the rider's condition. Therefore, the control device can further contribute to the comfortable riding of a human-powered vehicle. [Effects of the Invention]

[0041] According to the control device of this disclosure, by controlling the transmission in accordance with the vibration state of the human-powered vehicle, it is possible to contribute to the comfortable driving of the human-powered vehicle. [Brief explanation of the drawing]

[0042] [Figure 1] Figure 1 is a side view of a human-powered vehicle equipped with a control device according to the embodiment. [Figure 2] Figure 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to an embodiment. [Figure 3] Figure 3 shows a method for changing the inclination state according to the embodiment. [Figure 4A] Figure 4A is a diagram (part 1) showing the predetermined cadence range for each inclination state according to the embodiment. [Figure 4B] Figure 4B is a diagram (part 2) showing the predetermined cadence range for each inclination state according to the embodiment. [Figure 5] Figure 5 is a flowchart showing an example of the control flow for gear shift control in the control device according to the embodiment. [Figure 6] Figure 6 is a flowchart (part 1) showing an example of the control flow for setting the vibration state in the control device according to the embodiment. [Figure 7] Figure 7 is a flowchart (part 2) showing an example of the control flow for setting the vibration state in the control device according to the embodiment. [Modes for carrying out the invention]

[0043] As shown in Figure 1, the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to a mountain bike, and may be other bicycles such as road bikes, hybrid bikes, city bikes, cargo bikes, handcycles, and recumbent bikes, as long as it can be driven by human power at least. The human-powered vehicle 10 may be a single-wheeled vehicle or a vehicle with three or more wheels. The human-powered vehicle 10 may be equipped with an electric drive unit. The electric drive unit is configured to assist in the propulsion of the human-powered vehicle 10.

[0044] In the following, the human-powered vehicle 10 may be described using a Cartesian coordinate system having X, Y, and Z axes. The X axis corresponds to the front-to-back direction of the human-powered vehicle 10. The Y axis corresponds to the left-to-right direction of the human-powered vehicle 10. The Z axis corresponds to the up-to-down direction of the human-powered vehicle 10.

[0045] The human-powered vehicle 10 includes a frame 12. The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, a seat stay 12D, and a chain stay 12E. The human-powered vehicle 10 also includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and stem 12G are connected to the head tube 12A. The handlebar 12H is connected to the stem 12G. The human-powered vehicle 10 also includes wheels 14, a drivetrain 16, and a gear shifting system 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. The front wheel 14A is connected to the front fork 12F. The rear wheel 14B is connected to the connection between the seat stay 12D and the chain stay 12E.

[0046] The drivetrain 16 is configured to transmit human power to the rear wheel 14B. The drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainring 24, a chain 26, and a rear sprocket 28. When the crank 22 rotates due to the human power applied to the pair of pedals 20, the front chainring 24 rotates. The rotational force of the front chainring 24 is transmitted to the rear sprocket 28 via the chain 26. The rotation of the rear sprocket 28 causes the wheel 14 to rotate. The rear sprocket 28 includes multiple sprockets. The rear sprocket 28 includes multiple sprockets with different numbers of teeth.

[0047] The drivetrain 16 may include pulleys and a belt instead of the front chainwheel 24, rear sprocket 28, and chain 26, and may also include bevel gears and shafts. The crank 22 includes a first crank arm connected to the first axial end of the crankshaft and a second crank arm connected to the second axial end of the crankshaft. The drivetrain 16 may include other components such as a one-way clutch, other sprockets, or other chains. The front chainwheel 24 may include multiple chainwheels. Preferably, the axis of rotation of the front chainwheel 24 is located coaxially with the axis of rotation of the crank 22. The axis of rotation of the rear sprocket 28 is located coaxially with the axis of rotation of the rear wheel 14B.

[0048] The gear shifting system 18 includes a control device 30 and a gear shifter 32. The control device 30 is, for example, mounted on the frame 12. The control device 30 may also be housed in the down tube 12C. The control device 30 may also be mounted on the gear shifter 32. The control device 30 is powered by electricity supplied from a battery 34.

[0049] The gear shifter 32 is located in the transmission path for human-powered driving force. The transmission path for human-powered driving force is the path from when the human-powered driving force applied to the pedals 20 is transmitted to the wheels 14. The gear shifter 32 includes an external derailleur. The gear shifter 32 includes, for example, a rear derailleur 36. The gear shifter 32 may also include a front derailleur. In this embodiment, the gear shifter 32 includes a rear derailleur 36, a chain 26, and a rear sprocket 28. The gear ratio of the gear shifter 32 is changed by switching the rear sprocket 28 that meshes with the chain 26 via the rear derailleur 36.

[0050] The gear ratio is determined based on the relationship between the number of teeth on the front chainring 24 and the number of teeth on the rear sprocket 28. In one example, the gear ratio is defined as the ratio of the number of teeth on the front chainring 24 to the number of teeth on the rear sprocket 28. If the gear ratio is R, the number of teeth on the rear sprocket 28 is TR, and the number of teeth on the front chainring 24 is TF, then the gear ratio R is expressed as R = TF / TR. The number of teeth on the rear sprocket 28 may be replaced by the rotational speed of the wheel 14, and the number of teeth on the front chainring 24 TF may be replaced by the rotational speed of the crank 22. In this case, the gear ratio R is expressed as the rotational speed of the wheel 14 relative to the rotational speed of the crank 22. The gear shifter 32 may include an internal gear hub instead of an external gear hub. The internal gear hub is provided, for example, on the hub of the rear wheel 14B. The gear shifter 32 may include a continuously variable transmission instead of an external gear hub. The continuously variable transmission is installed, for example, in the hub of the rear wheel 14B.

[0051] The transmission system 18 is configured to change the gear ratio of the transmission 32 through manual and automatic transmission modes. The control device 30 has manual and automatic transmission modes as transmission modes. The transmission mode is switched by the rider.

[0052] When the gear shift mode is set to manual gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to, for example, the operation of the gear shift operating device 38. The gear shift 32 includes an electric actuator 40. The gear shift 32 is powered by power supplied from the battery 34. The gear shift 32 may also be powered by a dedicated battery for the gear shift 32. In this embodiment, the electric actuator 40 drives the rear derailleur 36. The electric actuator 40 is provided, for example, on the rear derailleur 36. The electric actuator 40 may be connected to the rear derailleur 36 via a Bowden cable. The electric actuator 40 includes, for example, an electric motor and a reduction gear connected to the electric motor. When the gear shift mode is automatic gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to input information and gear shift conditions from the human-powered vehicle 10.

[0053] As shown in Figure 2, the control device 30 comprises a storage unit 50 and a control unit 52. The storage unit 50 includes, for example, storage devices such as non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of ROM (Read Only Memory), flash memory, and hard disk. The volatile memory includes, for example, RAM (Random Access Memory). The storage unit 50 stores programs used by the control unit 52 for control. The storage unit 50 also stores, for example, information regarding gear shifting conditions.

[0054] The control unit 52 includes, for example, a processing unit such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include multiple processing units. The multiple processing units may be located at different distances from each other. The control unit 52 is configured to comprehensively control the operation of the entire transmission system 18, for example, by having the processing units execute programs stored in ROM using RAM as a working area. In addition to the transmission 32 of the human-powered vehicle 10, the control unit 52 may further control various components mounted on the human-powered vehicle 10. For example, the control unit 52 may control an electric drive unit.

[0055] The control unit 52 is connected to the vehicle speed sensor 60, the crank rotation sensor 62, the tilt sensor 64, the input device 66, and the electric actuator 40 via at least one of an electrical cable and a wireless communication device. The control unit 52 is connected to the external device 68 via at least one of an electrical cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electrical cable.

[0056] Preferably, the control unit 52 includes a first interface 52A. The first interface 52A is configured to input information detected by the vehicle speed sensor 60. Preferably, the control unit 52 includes a second interface 52B. The second interface 52B is configured to input information detected by the crank rotation sensor 62. Preferably, the control unit 52 includes a third interface 52C. The third interface 52C is configured to input information detected by the tilt sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. The fourth interface 52D is configured to input information received by the input device 66. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to input information transmitted from an external device 68. Preferably, the control unit 52 includes a sixth interface 52F. The sixth interface 52F is configured to input information transmitted from the gear shift operating device 38.

[0057] The first interface 52A to the sixth interface 52F include, for example, at least one of a cable connection port and a wireless communication device. The wireless communication device includes, for example, a short-range wireless communication unit. The short-range wireless communication unit is configured to wirelessly communicate based on wireless communication standards such as Bluetooth® and ANT+.

[0058] An electrical cable connected to the vehicle speed sensor 60 may be fixed to the first interface 52A. An electrical cable connected to the crank rotation sensor 62 may be fixed to the second interface 52B. An electrical cable connected to the tilt sensor 64 may be fixed to the third interface 52C. An electrical cable connected to the input device 66 may be fixed to the fourth interface 52D. The fifth interface 52E includes, for example, a wireless communication device. An electrical cable connected to the gear shift operating device 38 may be connected to the sixth interface 52F.

[0059] The vehicle speed sensor 60 is configured to output information regarding the speed of the human-powered vehicle 10 to the control unit 52. The vehicle speed sensor 60 is configured to output a signal corresponding to the rotational speed of the wheel 14. The vehicle speed sensor 60 is installed, for example, on the chainstay 12E of the human-powered vehicle 10. The vehicle speed sensor 60 includes a magnetic sensor. The vehicle speed sensor 60 is configured to detect the magnetic field of one or more magnets attached to the spokes, disc brake rotor, or hub of the wheel 14.

[0060] The vehicle speed sensor 60 is configured to output a signal when it detects a magnetic field. The control unit 52 is configured to calculate the travel speed of the human-powered vehicle 10 based, for example, on the time interval or width of the signal output from the vehicle speed sensor 60 in conjunction with the rotation of the wheel 14, and information regarding the circumference of the wheel 14. The vehicle speed sensor 60 can have any configuration as long as it is configured to output information regarding the speed of the human-powered vehicle 10, and is not limited to a magnetic sensor; it may also include other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver.

[0061] The crank rotation sensor 62 is configured to output information corresponding to the rotation state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured to detect information corresponding to the rotation speed of the crank 22, for example. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in a member that rotates in conjunction with the rotation axis of the crank 22, or in the power transmission path between the rotation axis of the crank 22 and the front chain wheel 24.

[0062] For example, if a one-way clutch is not provided between the rotation axis of the crank 22 and the front chainring 24, an annular magnet may be provided on the front chainring 24. The crank rotation sensor 62 can have any configuration as long as it is configured to output information corresponding to the rotation state of the crank 22, and may include an optical sensor, acceleration sensor, gyro sensor, or torque sensor instead of a magnetic sensor.

[0063] The tilt sensor 64 is configured to output information regarding the tilt to the control unit 52. The tilt sensor 64 may include, for example, an acceleration sensor. The tilt sensor 64 may also include an angular velocity sensor. The tilt is the attitude angle of the human-powered vehicle 10. The tilt includes the attitude angle of the human-powered vehicle 10 with respect to the road surface on which the human-powered vehicle 10 is traveling. When the human-powered vehicle 10 is traveling uphill, the tilt is a positive value. When the human-powered vehicle 10 is traveling downhill, the tilt is a negative value.

[0064] The tilt sensor 64 is configured to output information corresponding to the acceleration in the axial directions of the X, Y, and Z axes. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the Z axis is aligned with the direction of gravity in a reference state where the front wheels 14A and rear wheels 14B are in contact with a horizontal surface and the vehicle is upright. Specifically, the tilt sensor 64 is installed on the human-powered vehicle 10 so that the positive direction of the Z axis coincides with the vertical direction when the vehicle is in a state where the front wheels 14A and rear wheels 14B are in contact with a horizontal surface and the vehicle is upright. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the Y axis is aligned with the longitudinal direction of the human-powered vehicle 10 when the vehicle is in a state where the front wheels 14A and rear wheels 14B are in contact with a horizontal surface and the vehicle is upright. Specifically, the tilt sensor 64 is installed so that the positive direction of the Y axis coincides with the forward direction of the human-powered vehicle 10 when the vehicle is in a state where the front wheels 14A and rear wheels 14B are in contact with a horizontal surface and the vehicle is upright.

[0065] The inclination is calculated by detecting the angle between the positive Z-axis and the direction of gravity from the acceleration along the X, Y, and Z axes. The angle between the positive Z-axis and the direction of gravity is the pitch angle around the Y-axis. The inclination is detected as the pitch angle around the Y-axis.

[0066] When the human-powered vehicle 10 is in motion, the acceleration in the X-axis direction detected by the tilt sensor 64 includes the acceleration of the human-powered vehicle 10 during its movement. The acceleration in the X-axis direction is calculated by correcting the acceleration in the X-axis direction detected by the tilt sensor 64 with the acceleration in the X-axis direction calculated from the vehicle speed detected by the vehicle speed sensor 60. The tilt is calculated using the corrected acceleration in the X-axis direction.

[0067] The input device 66 is configured to output the input information to the control unit 52. The input device 66 includes, for example, a cycle computer. The input device 66 may be detachably mounted on the human-powered vehicle 10. The input device 66 may also include a smartphone.

[0068] The external device 68 is, for example, a device that can change the settings of the human-powered vehicle 10 from the outside. The external device 68 includes at least one of a smart device and a personal computer. The smart device includes at least one of a wearable device such as a smartwatch, a smartphone, and a tablet computer.

[0069] The gear shift control device 38 includes an operating switch that is operated by the user's fingers or the like. Preferably, the gear shift control device 38 includes an operating switch for upshifting and an operating switch for downshifting. Preferably, the gear shift control device 38 is mounted on the handlebar 12H.

[0070] If the shift mode is automatic shift mode and the state variables related to the drive of the human-powered vehicle 10 satisfy the shift condition, the control unit 52 controls the transmission 32 to change the gear ratio. The state variables related to the drive of the human-powered vehicle 10 include at least one of cadence, speed, and human-powered driving force acting on the drivetrain 16. For example, the state variable related to the drive of the human-powered vehicle 10 is cadence. Cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. If the cadence related to the rotational speed of the crankshaft of the human-powered vehicle 10 satisfies the shift condition, the control unit 52 controls the transmission 32 to change the gear ratio. Cadence may be calculated by dividing the rotational speed of the rear wheel 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32. The control unit 52 sets the shift condition based on the incline state.

[0071] The control unit 52 changes the inclination state as shown in Figure 3 based on the inclination detected by the inclination sensor 64. The inclination state includes seven states: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a state of a horizontal road surface. "UP1", "UP2", and "UP3" include states of an uphill inclination relative to the direction of travel of the human-powered vehicle 10. "UP2" is a state of a greater uphill inclination than "UP1". "UP3" is a state of a greater uphill inclination than "UP2". "DW1", "DW2", and "DW3" include states of a downhill inclination relative to the direction of travel of the human-powered vehicle 10. "DW2" is a state of a greater downhill inclination than "DW1". "DW3" is a state of a greater downhill inclination than "DW2".

[0072] For example, if the slope state is "FLAT" and the slope is greater than or equal to the first threshold, the slope state is changed from "FLAT" to "UP1". The first threshold is a preset value. The first threshold is a value that indicates an uphill slope. If the slope state is "UP1" and the slope is greater than or equal to the second threshold for one hour or more, the slope state is changed from "UP1" to "UP2". The second threshold is a preset value. The second threshold is greater than the first threshold. The first hour is a preset time. If the slope state is "UP2" and the slope is greater than or equal to the third threshold for two hours or more, the slope state is changed from "UP2" to "UP3". The third threshold is a preset value. The third threshold is greater than the second threshold. The second hour is a preset time. The second hour may be the same as the first hour.

[0073] If the slope state is "UP3" and the slope is below the 4th threshold, the slope state is changed from "UP3" to "UP2". The 4th threshold is a pre-set value. The 4th threshold is smaller than the 3rd threshold. If the slope state is "UP2" and the slope is below the 5th threshold, the slope state is changed from "UP2" to "UP1". The 5th threshold is a pre-set value. The 5th threshold is smaller than the 2nd threshold. If the slope state is "UP1" and the slope is below the 6th threshold, the slope state is changed from "UP1" to "FLAT". The 6th threshold is a pre-set value. The 6th threshold is smaller than the 1st threshold.

[0074] If the slope state is "FLAT" and the slope is below the 7th threshold, the slope state is changed from "FLAT" to "DW1". The 7th threshold is a preset value. The 7th threshold is a value that indicates a downward slope. If the slope state is "DW1" and the slope is below the 8th threshold for 3 hours or more, the slope state is changed from "DW1" to "DW2". The 8th threshold is a preset value. The 3rd hour is a preset time. The 8th threshold is smaller than the 7th threshold. If the slope state is "DW2" and the slope is below the 9th threshold for 4 hours or more, the slope state is changed from "DW2" to "DW3". The 9th threshold is a preset value. The 9th threshold is smaller than the 8th threshold. The 4th hour is a preset time. The 4th hour may be the same as the 3rd hour.

[0075] If the slope state is "DW3" and the slope is greater than or equal to the 10th threshold, the slope state is changed from "DW3" to "DW2". The 10th threshold is a preset value. The 10th threshold is greater than the 9th threshold. If the slope state is "DW2" and the slope is greater than or equal to the 11th threshold, the slope state is changed from "DW2" to "DW1". The 11th threshold is a preset value. The 11th threshold is greater than the 8th threshold. If the slope state is "DW1" and the slope is greater than or equal to the 12th threshold, the slope state is changed from "DW1" to "FLAT". The 12th threshold is a preset value. The 12th threshold is greater than the 7th threshold.

[0076] When the shift mode is automatic shift mode and the state variable related to the drive of the human-powered vehicle 10 is cadence, the shift condition is a condition related to cadence. If the cadence exceeds a predetermined cadence range, the control unit 52 determines that the shift condition is met. If the cadence exceeds the predetermined cadence range, the control unit 52 controls the gear shift device 32 to change the gear ratio. The predetermined cadence range is the range that is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence. The predetermined cadence range includes the reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. If the cadence is greater than the upper limit cadence, the control unit 52 controls the gear shift device 32 to increase the gear ratio. If the cadence is less than the lower limit cadence, the control unit 52 controls the gear shift device 32 to decrease the gear ratio. The predetermined cadence range is set based on the incline state. A predetermined cadence range may be set by the user. A reference cadence may be set by the user. At least one of the lower and upper cadence limits may be set by the user. The user includes a rider. For example, the predetermined cadence range may be set via at least one of the input device 66 and the external device 68.

[0077] The control unit 52 sets a predetermined cadence range based on the inclination of the human-powered vehicle 10. The predetermined cadence range is set for each inclination state, as shown in Figures 4A and 4B. The same predetermined cadence range may be set for multiple inclination states.

[0078] When the incline is "FLAT", the predetermined cadence range is set to the first predetermined cadence range. The first predetermined cadence range is the range that is greater than or equal to the first lower limit cadence and less than or equal to the first upper limit cadence. The first lower limit cadence is set by subtracting the first predetermined value from the reference cadence. The first predetermined value is a value that is set in advance. The first upper limit cadence is set by adding the first predetermined value to the reference cadence.

[0079] When the incline is "UP1", the predetermined cadence range is set to the second predetermined cadence range. The second predetermined cadence range is the range that is greater than or equal to the second lower limit cadence and less than or equal to the second upper limit cadence. The second lower limit cadence is the same as the first lower limit cadence. The second lower limit cadence may be a different value from the first lower limit cadence. The second upper limit cadence is set by adding the second predetermined value to the base cadence. The second predetermined value is a value that is set in advance. The second predetermined value is greater than the first predetermined value. The second upper limit cadence is greater than the first upper limit cadence.

[0080] When the incline is "UP2", the predetermined cadence range is set to the third predetermined cadence range. The third predetermined cadence range is the range that is greater than or equal to the third lower limit cadence and less than or equal to the third upper limit cadence. The third lower limit cadence is greater than the second lower limit cadence. The third lower limit cadence is set by subtracting the third predetermined value from the larger of the cadence when the incline is greater than or equal to the second threshold cadence and the reference cadence. The third predetermined value is a value that is set in advance. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is the larger of the value obtained by adding the fourth predetermined value to the reference cadence and the fifth predetermined value. The fourth predetermined value is a value that is set in advance. The fourth predetermined value is greater than the second predetermined value. The fifth predetermined value is a value that is set in advance. The fifth predetermined value is an upper limit that is set regardless of the reference cadence.

[0081] When the incline is "UP3", the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is the range that is greater than or equal to the fourth lower limit cadence and less than or equal to the fourth upper limit cadence. The fourth lower limit cadence is greater than the third lower limit cadence. For example, the fourth lower limit cadence is set by subtracting the sixth predetermined value from the larger of the cadence when the incline is greater than or equal to the third threshold cadence and the reference cadence. The sixth predetermined value is a value that is set in advance. The sixth predetermined value is less than the fourth predetermined value. The fourth upper limit cadence is the same as the third upper limit cadence. The fourth upper limit cadence may be a value greater than the third upper limit cadence.

[0082] When the incline is "DW1", the predetermined cadence range is set to the fifth predetermined cadence range. The fifth predetermined cadence range is the range that is greater than or equal to the fifth lower limit cadence and less than or equal to the fifth upper limit cadence. For example, the fifth predetermined cadence range is the same range as the first predetermined cadence range. The fifth predetermined cadence range may be set to a range different from the first predetermined cadence range. For example, the fifth lower limit cadence may be smaller than the first lower limit cadence. The control unit 52 may set the predetermined cadence range in such a way as to suppress the gear ratio from becoming smaller when the human-powered vehicle 10 is traveling downhill.

[0083] When the incline is "DW2", the predetermined cadence range is set to the 6th predetermined cadence range. The 6th predetermined cadence range is the range that is greater than or equal to the 6th lower limit cadence and less than or equal to the 6th upper limit cadence. The 6th lower limit cadence is less than the 1st lower limit cadence. The 6th lower limit cadence is set by subtracting the 7th predetermined value from the reference cadence. The 7th predetermined value is a value that is set in advance. The 7th predetermined value is greater than the 1st predetermined value. The 6th upper limit cadence is less than the 1st upper limit cadence. The 6th upper limit cadence is set by adding the 8th predetermined value to the reference cadence. The 8th predetermined value is a value that is set in advance. The 8th predetermined value is less than the 1st predetermined value. The 6th lower limit cadence may be a lower limit value that is set regardless of the reference cadence.

[0084] When the incline is "DW3", the predetermined cadence range is set to the 7th predetermined cadence range. The 7th predetermined cadence range is the range that is greater than or equal to the 7th lower limit cadence and less than or equal to the 7th upper limit cadence. The 7th lower limit cadence is less than the 6th lower limit cadence. The 7th lower limit cadence is set by subtracting the 9th predetermined value from the reference cadence. The 9th predetermined value is a value that is set in advance. The 9th predetermined value is greater than the 7th predetermined value. The 7th upper limit cadence is the same as the 6th upper limit cadence. The 7th upper limit cadence may be a different value from the 6th upper limit cadence. The 7th predetermined cadence range may be set to the same range as the 6th predetermined cadence range. At least one of the 7th upper limit cadence and the 7th lower limit cadence may be a lower limit value that is set regardless of the reference cadence.

[0085] When the transmission mode is automatic transmission mode, the control unit 52 controls the transmission 32 by executing the control flow shown in Figure 5. Once the control flow shown in Figure 5 is completed, the control unit 52 repeatedly executes the control flow shown in Figure 5 until the automatic transmission mode is deactivated or the power supply is cut off.

[0086] The control unit 52 detects the inclination in step S10 and proceeds to step S11. In step S11, the control unit 52 determines whether the vibration state of the human-powered vehicle 10 is the first vibration state. The control unit 52 determines whether the vibration state of the human-powered vehicle 10 is the first vibration state or the second vibration state. The vibration state is the condition of the road surface on which the human-powered vehicle 10 is traveling. The vibration state is the vertical vibration of the human-powered vehicle 10. Details of how to set the vibration state will be described later. The first vibration state includes the vibration state on a paved road with few irregularities. A paved road with few irregularities includes, for example, a road surface paved with asphalt or concrete. The second vibration state includes the vibration state on at least one road surface of cobblestone and unpaved roads. At least one road surface of cobblestone and unpaved roads is a road surface with many irregularities. An unpaved road includes a gravel road. In the second vibration state, the vibration of the human-powered vehicle 10 is greater than in the first vibration state.

[0087] If the vibration state of the human-powered vehicle 10 is the first vibration state, the control unit 52 sets the gear shift conditions according to the inclination detected by the inclination sensor 64. If the vibration state of the human-powered vehicle 10 detected by the acceleration sensor is the first vibration state, the control unit 52 sets the gear shift conditions according to the inclination detected by the acceleration sensor. If the vibration state of the human-powered vehicle 10 is the first vibration state, the control unit 52 proceeds to step S12. In step S12, the control unit 52 determines whether the inclination is the first inclination state. The control unit 52 determines whether the inclination is the first inclination state or the second inclination state. The first inclination state includes a state with no inclination. The first inclination state includes the inclination state of "FLAT". The second inclination state is an inclination state other than the first inclination state. The second inclination state includes "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". The first inclination state has a smaller inclination than the second inclination state. Specifically, the absolute value of the slope in the first inclination state is smaller than the absolute value of the slope in the second inclination state. The first inclination state may include the "DW1" inclination state in addition to the "FLAT" inclination state.

[0088] If the inclination state is the first inclination state, the control unit 52 proceeds to step S13. In step S13, the control unit 52 sets the gear shift condition to the first gear shift condition. The first gear shift condition is the first predetermined cadence range. After setting the gear shift condition to the first gear shift condition, the control unit 52 proceeds to step S14.

[0089] In step S14, the control unit 52 determines whether the first gear shift condition is met. The control unit 52 determines whether the cadence exceeds the first predetermined cadence range. If the cadence is greater than the first upper limit cadence, or if the cadence is less than the first lower limit cadence, the control unit 52 determines that the cadence exceeds the first predetermined cadence range. That is, if the cadence is greater than the first upper limit cadence, or if the cadence is less than the first lower limit cadence, the control unit 52 determines that the first gear shift condition is met. If the cadence is within the first predetermined cadence range, the control unit 52 determines that the first gear shift condition is not met. If the first gear shift condition is met, the control unit 52 moves to step S15 and controls the gear shift device 32 so that the gear ratio changes. If the cadence is greater than the first upper limit cadence, the control unit 52 controls the gear shift device 32 so that the gear ratio increases. If the cadence is less than the first lower limit cadence, the control unit 52 controls the gear shifter 32 to decrease the gear ratio. If the first gear shifting condition is not met, the control unit 52 terminates the current process.

[0090] If it is determined in step S12 that the incline is not in the first incline state, the control unit 52 proceeds to step S16. That is, if the incline is in a second incline state which is different from the first incline state, the control unit 52 proceeds to step S16. In step S16, the control unit 52 sets the gear shift condition to a second gear shift condition which is different from the first gear shift condition. The second gear shift condition includes a second predetermined cadence range to a seventh predetermined cadence range. Depending on the incline, the second gear shift condition is set to one of the second predetermined cadence ranges to the seventh predetermined cadence range.

[0091] The control unit 52 sets the gear shift condition to the second gear shift condition according to the incline and proceeds to step S17. In step S17, the control unit 52 determines whether or not the second gear shift condition is met. The control unit 52 determines whether or not the cadence exceeds the predetermined cadence range set in step S16.

[0092] For example, in step S16, if a second predetermined cadence range is set as the second gear shift condition, the control unit 52 determines whether the cadence exceeds the second predetermined cadence range. If the cadence is greater than the second upper limit cadence, or if the cadence is less than the second lower limit cadence range, the control unit 52 determines that the cadence exceeds the second predetermined cadence range. That is, if the cadence is greater than the second upper limit cadence, or if the cadence is less than the second lower limit cadence, the control unit 52 determines that the second gear shift condition is met. If the cadence is within the second predetermined cadence range, the control unit 52 determines that the second gear shift condition is not met.

[0093] If the cadence exceeds the predetermined cadence range set in step S16, the control unit 52 determines that the second gear shift condition is met. If the cadence is within the predetermined cadence range set in step S16, the control unit 52 determines that the second gear shift condition is not met. If the second gear shift condition is met, the control unit 52 proceeds to step S15 and controls the gear shift device 32 to change the gear ratio. If the cadence is greater than the second upper limit cadence, the control unit 52 controls the gear shift device 32 to increase the gear ratio. If the cadence is less than the second lower limit cadence, the control unit 52 controls the gear shift device 32 to decrease the gear ratio. If the second gear shift condition is not met, the control unit 52 terminates the current process.

[0094] In step S11, if it is determined that the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 proceeds to step S18. If the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 sets the gear shift condition regardless of the incline. In step S18, the control unit 52 sets the gear shift condition to the first gear shift condition. If the vibration of the human-powered vehicle is large, the control unit 52 sets the gear shift condition regardless of the incline. If the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 sets the gear shift condition to the first gear shift condition, even if the incline is the second incline state. If the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 sets the gear shift condition to the first predetermined cadence range, regardless of the incline. That is, if the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 sets the gear shift condition to the first gear shift condition for when the incline state is "FLAT". The control unit 52 sets the gear shift condition to the first gear shift condition and proceeds to step S19.

[0095] In step S19, the control unit 52 determines whether the first gear shift condition is met. If the first gear shift condition is met, the control unit 52 proceeds to step S15 and controls the gear shift device 32 so that the gear ratio changes. If the cadence is greater than the first upper limit cadence, the control unit 52 controls the gear shift device 32 so that the gear ratio increases. If the cadence is less than the first lower limit cadence, the control unit 52 controls the gear shift device 32 so that the gear ratio decreases. If the vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 controls the gear shift device 32 based on the first gear shift condition regardless of the incline. If the first gear shift condition is not met, the control unit 52 terminates the current process.

[0096] The control unit 52 sets the vibration state by executing the control flow shown in Figures 6 and 7. The control flow shown in Figures 6 and 7 is executed when the shift mode is automatic shift mode. Once the control flow shown in Figures 6 and 7 is completed, the control unit 52 repeatedly executes the control flow shown in Figures 6 and 7 until the automatic shift mode is canceled or the power supply is cut off. The control flow shown in Figures 6 and 7 may also be executed when the shift mode is manual shift mode.

[0097] In step S30, the control unit 52 detects the vehicle speed and proceeds to step S31. In step S31, the control unit 52 detects vibration. Vibration is the acceleration of the human-powered vehicle 10 in a direction perpendicular to the road surface. The control unit 52 detects the acceleration in the Z-axis direction as vibration of the human-powered vehicle 10 using the tilt sensor 64. After detecting vibration, the control unit 52 proceeds to step S32.

[0098] In step S32, the control unit 52 determines whether the vehicle speed is less than a predetermined vehicle speed. The predetermined vehicle speed is a pre-set vehicle speed. If the vehicle speed is less than the predetermined vehicle speed, the control unit 52 proceeds to step S33. In step S33, the control unit 52 determines whether the current vibration state of the human-powered vehicle 10 is the first vibration state. The control unit 52 determines whether the current vibration state of the human-powered vehicle 10 is the first vibration state or the second vibration state. If the current vibration state of the human-powered vehicle 10 is the first vibration state, the control unit 52 proceeds to step S34.

[0099] In step S34, the control unit 52 determines whether the vibration is within a first predetermined vibration range. The first predetermined vibration range is a range that is set in advance. The first predetermined vibration range is set according to the vehicle speed of the human-powered vehicle 10. The first predetermined vibration range is the range between the first acceleration threshold and the second acceleration threshold. The first acceleration threshold is the acceleration threshold in the direction toward the road surface. The first acceleration threshold is the acceleration threshold in the positive Z-axis direction. The second acceleration threshold is the acceleration threshold in the direction opposite to the direction toward the road surface. The second acceleration threshold is the acceleration threshold in the negative Z-axis direction. The absolute value of the second acceleration threshold is greater than the absolute value of the first acceleration threshold. The tilt sensor 64 detects an acceleration of "1G" in the negative Z-axis direction in the reference state. That is, the acceleration in the Z-axis direction detected by the tilt sensor 64 is a value that is offset in the negative Z-axis direction. Therefore, the first acceleration threshold and the second acceleration threshold are set taking into account the value that is offset in the negative Z-axis direction. For example, the absolute value of the second acceleration threshold is set by adding the absolute value of a value offset in the Z-axis direction to the absolute value of the first acceleration threshold. If the vibration is less than or equal to the first acceleration threshold and greater than or equal to the second acceleration threshold, the control unit 52 determines that the vibration is within a first predetermined vibration range. If the vibration is greater than the first acceleration threshold, or if the vibration is less than the second acceleration threshold, the control unit 52 determines that the vibration exceeds the first predetermined vibration range. The first predetermined vibration range may be set by a lidar or the like. For example, the first predetermined vibration range may be set via at least one of the input device 66 and the external device 68.

[0100] If it is determined in step S34 that the vibration exceeds the first predetermined vibration range, the control unit 52 proceeds to step S35. In step S35, the control unit 52 determines that a step has been detected. A step is a difference in height of the road surface that causes vibrations exceeding the first predetermined vibration range. After detecting the step, the control unit 52 proceeds to step S36. In step S36, the control unit 52 increments the number of steps and proceeds to step S37.

[0101] In step S37, the control unit 52 determines whether or not the first predetermined condition is met. If the number of steps within a predetermined time is equal to or greater than a predetermined number, the control unit 52 determines that the first predetermined condition is met. The predetermined time is a preset time. The predetermined number is a preset number. For example, the predetermined time and predetermined number are values ​​corresponding to vibrations that occur when the human-powered vehicle 10 travels on a road surface with many bumps, such as cobblestones. If the number of steps within a predetermined time is less than the predetermined number, the control unit 52 determines that the first predetermined condition is not met. If the first predetermined condition is met, the control unit 52 proceeds to step S38. If the first predetermined condition is not met, the control unit 52 terminates the current process. The first predetermined condition may be set by a lider or the like. For example, the first predetermined condition may be set via at least one of the input device 66 and the external device 68.

[0102] In step S38, the control unit 52 changes the vibration state from the first vibration state to the second vibration state. If the vibration state is the first vibration state and the number of vibrations exceeding the first predetermined vibration range within the first predetermined time is the first predetermined number or more, the vibration state is changed to the second vibration state.

[0103] If the vibration is within the first predetermined vibration range in step S34, the control unit 52 proceeds to step S39. In step S39, the control unit 52 determines whether the first reset condition is met. The control unit 52 determines whether a first predetermined elapsed time has elapsed since the previous step was detected. If the state in which no step is detected continues for the first predetermined elapsed time since the previous step was detected, the control unit 52 determines that the first reset condition is met. If the first predetermined elapsed time has not elapsed since the previous step was detected, the control unit 52 determines that the first reset condition is not met. If the first reset condition is met, the control unit 52 proceeds to step S40. If the first reset condition is not met, the control unit 52 terminates the current process. If the number of steps is "0", steps S39 and S40 may be skipped.

[0104] In step S40, the control unit 52 resets the number of steps. If the vibration does not exceed the first predetermined vibration range within the first predetermined elapsed time after the vibration exceeds the first predetermined vibration range, the number of vibrations exceeding the first predetermined vibration range is reset.

[0105] If, in step S33, the control unit 52 determines that the current vibration state of the human-powered vehicle 10 is the second vibration state, the control unit 52 proceeds to step S41.

[0106] In step S41, the control unit 52 determines whether the vibration is within a second predetermined vibration range. The second predetermined vibration range is a preset range. The second predetermined vibration range is set according to the vehicle speed of the human-powered vehicle 10. The second predetermined vibration range is different from the first predetermined vibration range. The second predetermined vibration range is the range between the third acceleration threshold and the fourth acceleration threshold. The third acceleration threshold is the acceleration threshold in the direction toward the road surface. The third acceleration threshold is the acceleration threshold in the positive Z-axis direction. The fourth acceleration threshold is the acceleration threshold in the direction opposite to the direction toward the road surface. The fourth acceleration threshold is the acceleration threshold in the negative Z-axis direction. The absolute value of the fourth acceleration threshold is greater than the absolute value of the third acceleration threshold. The second predetermined vibration range is narrower than the first predetermined vibration range. When the vibration state is the second vibration state, it is more likely to be determined that the vibration exceeds the predetermined vibration range than when the vibration state is the first vibration state. The third acceleration threshold is smaller than the first acceleration threshold. The fourth acceleration threshold is larger than the second acceleration threshold. If the vibration is below the third acceleration threshold and above the fourth acceleration threshold, the control unit 52 determines that the vibration is within the second predetermined vibration range. If the vibration is greater than the third acceleration threshold, or if the vibration is less than the fourth acceleration threshold, the control unit 52 determines that the vibration exceeds the second predetermined vibration range. The second predetermined vibration range may be set by a lidar or the like. For example, the second predetermined vibration range may be set via at least one of the input device 66 and the external device 68.

[0107] If the vibration exceeds the second predetermined vibration range in step S41, the control unit 52 proceeds to step S42. In step S42, the control unit 52 determines that a step has been detected. If the vibration state is the second vibration state and the vibration exceeds the second predetermined vibration range, the vibration state is maintained in the second vibration state. If the vibration is within the second predetermined vibration range in step S41, the control unit 52 proceeds to step S43.

[0108] In step S43, the control unit 52 determines whether the second predetermined condition is met. The control unit 52 determines whether the second predetermined elapsed time has elapsed since the previous step was detected. The second predetermined elapsed time is a preset time. The second predetermined elapsed time is the same as the first predetermined elapsed time. The second predetermined elapsed time may be a different time from the first predetermined elapsed time. If the state in which no step is detected continues for the second predetermined elapsed time since the previous step was detected, the control unit 52 determines that the second predetermined condition is met. If the second predetermined elapsed time has not elapsed since the previous step was detected, the control unit 52 determines that the second predetermined condition is not met. If the second predetermined condition is met, the control unit 52 proceeds to step S44. If the second predetermined condition is not met, the control unit 52 terminates the current process.

[0109] In step S44, the control unit 52 changes the vibration state from the second vibration state to the first vibration state. If the vibration state is the second vibration state and the vibration does not exceed the second predetermined vibration range within the second predetermined elapsed time after the vibration exceeds the second predetermined vibration range, the vibration state is changed to the first vibration state.

[0110] In step S32, if the vehicle speed is equal to or greater than a predetermined vehicle speed, the control unit 52 proceeds to step S45. In step S45, the control unit 52 determines whether the current vibration state of the human-powered vehicle 10 is the first vibration state. If the current vibration state is the first vibration state, the control unit 52 proceeds to step S46.

[0111] In step S46, the control unit 52 determines whether the vibration is within a first predetermined vibration range. The first predetermined vibration range when the vehicle speed is above a predetermined speed is wider than the first predetermined vibration range when the vehicle speed is below a predetermined speed. When the vehicle speed is high, the vibration of the human-powered vehicle 10 in response to bumps is high. Therefore, the first predetermined vibration range when the vehicle speed is above a predetermined speed is set wider than the first predetermined vibration range when the vehicle speed is below a predetermined speed. In the first predetermined vibration range, the first acceleration threshold when the vehicle speed is above a predetermined speed is higher than the first acceleration threshold when the vehicle speed is below a predetermined speed. The second acceleration threshold when the vehicle speed is above a predetermined speed is lower than the second acceleration threshold when the vehicle speed is below a predetermined speed. If the vibration exceeds the first predetermined vibration range, the control unit 52 proceeds to step S47.

[0112] In step S47, the control unit 52 determines that a step has been detected and proceeds to step S48. In step S48, the control unit 52 increments the number of steps and proceeds to step S49.

[0113] In step S49, the control unit 52 determines whether or not the first predetermined condition is met. If the first predetermined condition is met, the control unit 52 proceeds to step S50. In step S50, the control unit 52 changes the vibration state from the first vibration state to the second vibration state. If the first predetermined condition is not met in step S49, the control unit 52 terminates the current process.

[0114] If the vibration is within the first predetermined vibration range in step S46, the control unit 52 proceeds to step S51. In step S51, the control unit 52 determines whether the first reset condition is met. If the first reset condition is met, the control unit 52 proceeds to step S52. If the first reset condition is not met, the control unit 52 terminates the current process. If the number of steps is "0", steps S51 and S52 may be skipped. In step S52, the control unit 52 resets the number of steps.

[0115] If, in step S45, the control unit 52 determines that the current vibration state is the second vibration state, the control unit 52 proceeds to step S53. In step S53, the control unit 52 determines whether the vibration is within the second predetermined vibration range. The second predetermined vibration range when the vehicle speed is above the predetermined vehicle speed is wider than the second predetermined vibration range when the vehicle speed is below the predetermined vehicle speed. The third acceleration threshold when the vehicle speed is above the predetermined vehicle speed is greater than the third acceleration threshold when the vehicle speed is below the predetermined vehicle speed. The fourth acceleration threshold when the vehicle speed is above the predetermined vehicle speed is smaller than the fourth acceleration threshold when the vehicle speed is below the predetermined vehicle speed. If the vibration exceeds the second predetermined vibration range, the control unit 52 proceeds to step S54. In step S54, the control unit 52 determines that a step has been detected.

[0116] If the vibration is within the second predetermined vibration range in step S53, the control unit 52 proceeds to step S55. In step S55, the control unit 52 determines whether the second predetermined condition is met. If the second predetermined condition is met, the control unit 52 proceeds to step S56 and changes the vibration state from the second vibration state to the first vibration state. If the second predetermined condition is not met, the control unit 52 terminates the current process.

[0117] In the modified control device 30, the first predetermined number of times may be "1". In the modified control device 30, if the vibration state is the first vibration state and exceeds the first predetermined vibration range within the first predetermined time, the vibration state is changed to the second vibration state. If the predetermined number of times is "1", the control unit 52 changes the vibration state from the first vibration state to the second vibration state, for example, by detecting a step difference in step 35.

[0118] In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, among the first interface 52A to the sixth interface 52F, interfaces that are not necessary for control may be omitted.

[0119] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options. [Explanation of symbols]

[0120] 10...Human-powered vehicle, 18...Transmission system, 22...Crank, 30...Control device, 32...Transmission device, 52...Control unit, 60...Vehicle speed sensor, 62...Crank rotation sensor, 64...Tilt sensor

Claims

1. The system includes a control unit that controls the transmission to change the gear ratio when the state variables related to the drive of a human-powered vehicle satisfy the gear shift conditions. The control unit, when the vibration state of the human-powered vehicle is in a first vibration state, sets the gear shift condition according to the inclination detected by the inclination sensor, and when the set gear shift condition is met, controls the transmission to change the gear ratio. A control device that, when the vibration state is a second vibration state different from the first vibration state, sets the gear shift condition regardless of the inclination, and controls the transmission to change the gear ratio when the set gear shift condition is met.

2. The system includes a control unit that controls the transmission to change the gear ratio when the state variables related to the drive of a human-powered vehicle satisfy the gear shift conditions. The control unit, when the vibration state of the human-powered vehicle detected by the acceleration sensor is a first vibration state, sets the gear shift condition according to the inclination detected by the acceleration sensor, and when the set gear shift condition is met, controls the transmission to change the gear ratio. A control device that, when the vibration state is a second vibration state different from the first vibration state, sets the gear shift condition regardless of the inclination, and controls the transmission to change the gear ratio when the set gear shift condition is met.

3. The control unit, If the aforementioned inclination is in the first inclination state, the gear shift condition is set to the first gear shift condition. If the inclination is a second inclination state different from the first inclination state, the gear shift condition is set to a second gear shift condition different from the first gear shift condition. The control device according to claim 1, wherein if the vibration state is the second vibration state, the gear shift condition is set to the first gear shift condition even if the inclination is the second inclination state.

4. The control device according to claim 3, wherein the first inclination state has a smaller inclination than the second inclination state.

5. The control device according to any one of claims 1 to 4, wherein the vibration of the human-powered vehicle is greater in the second vibration state than in the first vibration state.

6. The aforementioned vibration state is the condition of the road surface on which the human-powered vehicle is traveling. The control device according to any one of claims 1 to 5, wherein the second vibration state includes the vibration state on at least one road surface of cobblestone and an unpaved road.

7. The control device according to any one of claims 1 to 6, wherein the state variable is cadence.

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